SERVICING INSTRUCTIONS AND ILLUSTRATED PARTS LIST FOR … · 2011-04-06 · Fill the gearbox...

© Copyright Hewland Engineering Limited 2001-2004

SERVICING INSTRUCTIONS AND ILLUSTRATED PARTS LIST FOR THE FTR FAMILY OF HEWLAND GEARBOXES, COVERING FTR,JFR & LJS UNITS.

HEWLAND ENGINEERING LTD

WALTHAM ROAD, WHITE WALTHAM, MAIDENHEAD, BERKSHIRE,

SL6 3LR, ENGLAND TELEPHONE: +44 (0)1628 827600

FAX: +44 (0)1628 829706 e-mail: [email protected]

Last Updated 01st April 2008


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CONTENTS :- Page Page Technical Specification 6 FTR/JFR 6 Speed 16 Illustrated Parts List Gear Selection 6 FTR/JFR 5 Speed 25 Illustrated Parts List General Notes 7 Differential Options 36 Illustrated Parts List Differential bearing preload 8 & Crownwheel backlash setting Gearbox Tooling 48 Pinion Setting 11 Installation drawings 51 Sequential Fork Setting 12 FTRL Hubbed 2nd Gears 56 Powerflow Differential 13 Technical Bulletins 57 Gearbox assembly 14


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Page Page Fig. 1 Backlash Adjustment 9 Fig.18a LJS-212-F 44 Fig. 2 Differential Bearing Preload 10 Fig.19 Flanged LSD Differential Fig. 3 Pinion Shaft Setting 11 Inboard Brake Discs 45 Fig. 4 Sequential Barrel Setting 12 Fig. 5 Powerflow Diff Assembly 13 Fig.19a LD-212 46 Fig. 6 Casing & Associated Parts - 6 Speed 17 Fig. 20 Ramp Orientation 47 Fig. 7 Layshaft Assembly - 6 Speed 18 Fig. 21 Gearbox Tooling 48 Fig. 8 Pinion Shaft Assembly - 6 Speed 19 Fig. 22 Installation Drawing - FTR 52 Fig. 9 Selector Assembly - 6 Speed 20 Fig. 23 Installation Drawing - JFR 53 Fig.10 Casing & Associated Parts - 5 Speed 26 Fig. 14 FTRS Additional Parts 34 Fig.11 Layshaft Assembly - 5 Speed 27 Fig. 24 Installation Drawing Fig.12 Pinion Shaft Assembly - 5 Speed 28 Bearing Carriers 54 Fig.13 Selector Assembly - 5 Speed 29 Fig.15 Bearing Carrier Options 35 Fig. 25 Installation Drawing - Flanges 55 Fig.16 Tripod Differential Assembly 37 Fig. 26 FTRL Hubbed Gears 56 Fig.16a FTR-212-FD 38 Fig. 27 Technical Bulletin - 01A 59 Fig.16b FTR-212 39 Fig. 28 Technical Bulletin - 02 60 Fig.16c FTRL-212 40 Fig. 29 Technical Bulletin - 02 61 Fig.17 Flanged Differential Assembly 41 Fig. 30 Technical Bulletin - 08 67 Fig.17a LJS-212-F 42 Fig. 31 Technical Bulletin - 013 71 Fig.18 Flanged Free Differential Fig. 32 Technical Bulletin - 014 72 Inboard Brake Discs 43

ILLUSTRATIONS:-


TECHNICAL SPECIFICATION The FTR gearbox family are transaxle units, designed for mid-engined, rear wheel drive cars. The units are produced with six or five forward gears, reverse, and a differential. The gear selection mechanisms are sequential, with separate mechanically actuated reverse / neutral baulking mechanisms. The gear selection order is Rev - Neutral - 1st 2nd 3rd 4th 5th & 6th (If applicable). The drive is taken from the engine via the clutch shaft, which turns input and pinion gears to drive the final transmission assembly. Gear changing is effected through non-synchronising face dogs. An extensive range of gear ratios provides a wide range of gearing permutations. The gear ratios and differential assembly can easily be changed without removing the gearbox from the vehicle. Heat treated nickel chrome steel is used to manufacture all gears and shafts. The selector forks are also steel. The gearboxes are splash lubricated. In general configuration, the FTR family of gearboxes are high tech racing transaxle units which achieve the maximum effective use of power, in conjunction with extremely stiff integral rear suspension mountings. Weight (Aluminium) FTR(6sp) 88 lbs (40 Kg) Gear ratios from 3.167:1 to .89:1 JFR(6sp) 79 lbs (36 Kg) Final drive ratio 12/34, 9/35 or 9/31 Oil type SAE 80 or 90 Clutch shaft made to customers requirements Oil quantity FTR/JFR(6sp) 4.4 pints (2.5 litres) Pinion shaft nut torque (6sp) = 75 lbs.ft (100 Nm) Maximum engine torque 220 lbs.ft (298 Nm) Pinion shaft nut torque (5sp) = 115 lbs.ft (155Nm) Crownwheel bolt tightening torque = 75 lbs.ft (100 Nm) Engine oil tank capacity (FTR ONLY) 13 pints (7.5 litres) Pinion bearing nut torque = 150 lbs.ft (205 Nm) (FTR FORMULA BMW ONLY) = 130 lbs.ft (176 Nm) GEAR SELECTION Up shifting is effected by moving the gear lever in a backward direction. For Downshifting the opposite is necessary. Shifting down into either neutral or reverse is prevented by a baulk plunger. So the plunger operating cable must be pulled before such a shift can be made. Up shifting is as for any other gear, as it does not require the plunger cable to be pulled.


GENERAL NOTES :- a Read these instructions carefully and with reference to the illustrations. b Before dismantling the gearbox, see that a clean tray is available, in which to place the parts. c Thoroughly clean and inspect all parts before reassembly. Discard any worn or damaged components and replace

with new ones. d Use only genuine Hewland parts as replacements. These are manufactured in our workshops to the fine tolerances

necessary and are rigorously inspected. e Always ensure that locknuts, and oil seals are in good condition when reassembling. f All studs and screws must be Loctited or wirelocked in position, unless stated otherwise. g Bearing Replacement :- Bearings can only be removed or renewed if the casings have been warmed in an oven, or with a blowlamp. In the

latter case, keep the blowlamp moving while heating the casing. Note: Do not overheat. Test with a spot of water which will bounce off at the correct temperature. Once a casing is heated, all bearings should be pressed into their respective seatings without delay, thus eliminating

the need to reheat. At the correct temperature, fitting the bearings should present no difficulty. During cooling, or when the casings have cooled, it is advisable to once more lightly press the bearings to ensure

that they are correctly seated. Removal of the existing bearing outer races from the maincase and sideplate can be achieved by locally heating the area of the casings around the bearing outer races with a blowlamp, as above. Light mallet blows around this area will cause the bearing outer to drop away from its location face, it can now be tapped from behind it to remove it. Care must be taken not to damage the shims and spacer located under the race face. h Oil: Fill the gearbox through the plug hole on top of the bearing carrier. The oil will find it's own level within the gearbox. Note: Too much oil will not directly cause any harm, but is undesirable as it may induce power loss and overheating

of internals.


a) Determine the correct fixture settings to achieve the correct backlash at a given bearing pre-load. (See illustrations on following pages) It is assumed that the pinionshaft is fitted and set at the correct position inside the maincase. Build the differential and then press the bearing inners (7) onto the journals and mount the crownwheel onto it. Fit spacer (22) into the maincase bearing bore, followed by a nominal amount of shim (21). A good starting point is probably 0.040” Fit the dummy bearing outer track SK-1715 to the maincase followed by the diff assembly. Fit the second dummy bearing outer track SK-1715 to the setting fixture and position onto the maincase. Secure the fixture to the maincase using all 12 nuts (55) and torque to 35Nm.Ensure that the pinionshaft does not run out of backlash whilst tightening the sideplate fixing nuts and add shim if necessary. Please note that it is important to use all nuts torqued to the correct setting, as this affects backlash readings. Fit the nut (SK-1718-A) to the setting fixture (SK-1718-B or SK-2066 for JFR) and wind it by hand into position behind the bearing until a firm ‘stop’ is felt. Use a suitable rod to engage in the hole in the nut if necessary. Unwind the nut by a quarter turn, then whilst rotat-ing the pinionshaft backwards and forwards, wind the nut in by hand until a firm stop is felt. This is important as it ensures the diff is correctly seated in it’s bearings. With a marker pen mark the position of the ‘0’ line on the nut on the setting fixture. This is the 0 bearing pre-load point. Undo the setting fixture nuts (55) by half a turn or so to release the pressure from the maincase. Wind the nut (SK-1718-A)back into the fixture to the position where the line marked on the fixture lines up with the number on the nut that equates to the pre-load that is required. The nut has a number of lines scribed on it and the number next to it is the pre-load in thousandths of an inch. For example 10 equates to 0.010”. The specified pre-load is 0.010” to 0.013” which is ‘10’ to ‘13’ on the nut.

CW& Pinion backlash setting And Differential bearing pre-load setting

Special Tools Required: SK-1718-A, SK-1718-B (for JFR use SK-2066), SK-1715 and SK-1913-A


With the nut set at the required bearing pre-load, secure the fixture to the maincase using all 12 nuts (55) torqued to 27Nm. Then fit tool SK-1913-A to the spline on the pinionshaft and secure it in position with an M6 cap screw. Measure the backlash at the indicated position on tool SK-1913-A. Rotate the pinionshaft 30° or so and take another reading. Repeat this process until the difference between the minimum and maximum readings is the same as the value for the average backlash variation on the setting sheet. If the minimum reading is outside of what is specified on the spiral bevel setup card, alter the shim (21) inside the maincase. Increasing the shim thickness will reduce the backlash, decreasing it will increase the backlash. (See Fig.1) Run through procedure described above until the backlash is within specification. b) Calculate correct shimstack. Sideplate shimstack. With the setting fixture secured in position and backlash having been set correctly, measure DIM A using a depth micrometer. This is the distance from the end of the nut to the top face on the setting fixture. Record this dimension. Measure & record DIM B with a height gauge. Record DIM C (this is etched on the face of the nut) Record DIM D (this is etched on the face of the setting fixture) Calculate the total thickness of spacer & shimstack to be fitted to the sideplate:

TOTAL SIDEPLATE SHIM + SPACER THICKNESS = DIM A + DIM B + DIM C - (DIM D + 0.005”)

DIM A “

DIM B “

DIM C “

DIM D “

BACKLASH ADJUSTMENT 12/34 RATIO

00.0020.0040.0060.0080.01

0.0120.0140.016

0.00

5

0.00

6

0.00

7

0.00

8

0.00

8

0.00

9

0.01

0

0.01

1

0.01

2

0.01

3

0.01

4

0.01

4

0.01

5

0.01

6

0.01

7

0.01

6

MEASURED BACKLASH

RED

UC

E SH

IM B

Y

Fig.1


Maincase shimstack. The maincase shimstack to be fitted with the standard bearing outer track (7) rather than the dummy bearing outer track SK-1715 is simply that fitted already minus 0.005”. So simply remove 0.005” from the shimstack used in above section. c) Finalise the assembly & check backlash. Fit the spacers and shimstack calculated above together with the standard bearing outer tracks to the maincase and sideplate. Allow casings to cool to room temperature and fit diff and sideplate and secure with nuts (55) tightened to 27Nm. Check that the backlash is within specification.

Fig.2 (FTR shown)

DIM D WILL BE ETCHED ON FACE

DIM C WILL BE ETCHED ON FACE

SK-1718-B or SK-2066


FIGURE 2

PINION SETTING Requires special tool No.SK-1709

Press the pinion head bearing (57) front inner race onto the pinion shaft (29). Fit the bearing housing (57) and shims (59) into the maincase, and secure with washer and nut. Use socket (SK-247) to tighten the pinion bearing nut to the correct torque (see page 6). Assemble the pinion shaft into the maincase (16), add the pinion head bearing rear inner race, spacer, hubs and bearing inner tracks, pinion tail bearing and pinion shaft nut. Tighten the pinion shaft nut (71) onto the pinion shaft to the correct torque setting using the splined socket and reaction bar. Fit tool SK-1709 into the maincase diff bearing bore, and use feeler gauges to measure the gap between the tool and the pinion front face.This clearance should comply with the dimension indicated on the pinion shaft label (also etched on the front face of the pinion shaft), and can be adjusted by adding or removing shims (59) from behind the pinion head bearing housing (57). Alternatively, the pinion mounting distance can be measured with a height gauge, and set to the dimension on the pinion shaft label. Notes: 1 It is not correct practice to replace a pinion

shaft without measuring the setting distance, even if the old and new shafts have the same calibration.

2. The fork setting should always be checked after replacing or re-shiming the pinion head bearing. Failure to do so may result in poor shift quality, and damaged parts.

Fig.3 (FTR SHOWN) Feeler Gauge Dimension

Tool SK-1709


SEQUENTIAL FORK SETTING The FTR family sequential fork setting procedure is unique amongst Hewland sequential transaxles to date. Previous designs have been fork set by means of a barrel positioning spacer. The FTR family is set by moving the hubs along the pinion shaft by means of a spacer. This fork setting procedure must be carried out each time the pinion head bearing is replaced or re-shimed. a/ Assemble the entire ratchet, barrel, and detent assembly into the maincase. b/ Slide the fork setting spacer, hubs, clutch rings, forks, bearings, inner tracks, and pinion shaft gears into position on the

pinion shaft, and secure with the pinion shaft nut. c/ Engage the selector forks (44) into the barrel (use special tool SK-1716) and slide the selector rail through the forks to

engage the maincase. d/ Rotate the barrel to engage reverse

or neutral. Measure and record the gap between the dogfaces of all gears. Any difference between the dog gap measurements must be averaged out by replacing the barrel spacer (35) with one of the correct thickness.

Note: It is not possible (or necessary) to individually adjust each fork.

Fig.4 (FTR SHOWN) Barrel Spacer (Next to pinion head bearing)


3/ The second adjustable factor is how tightly the plate stack is compressed on assembly (known as static preload). Included in the plate stack is a preload spacer. The preload torque is measured between the side bevel gears, by holding one side bevel gear stationary, and measuring the torque required to turn the other using tools SK-1710-A & SK-1710-B. When the diff is assembled, the preload torque must be at least 10 lbs.ft, but can be much greater if required. New plates ‘run in’ so a higher preload is advised than with used plates. To assist in de-termining the size of the preload spacer

set up shims may be used. They are available in 5 different sizes, .003” .005” .008” .010” .015”

4/ The final adjustment is simply to re-

order the plate stack so as to change the number of relatively rotating faces. The diagram shows the stack setup with the maximum 12 working faces. Standard stack may be shuffled to give as few as 2 working faces.

1 The side bevel gears thrust apart to clamp the plates as they transmit the driving power. This is a feature of the gear geometry, and is not adjustable.

2 The ramp angles cut on the side

ring gears have an effect on how much of the transmitted torque is converted into sideways (clamping) force onto the plates. For example, on the drive side ramp, 45 degrees transmits less sideways force than 30 degrees. Likewise on the coast side ramp, an 80 degree angle will transmit little or no clamping force onto the plates, whereas a 45 degree angle will transmit a much greater force. Side ring gears are available with many different drive/coast ramp angle combinations.

Fig.5

POWERFLOW DIFFERENTIAL This powerflow differential unit is designed with versatility as it's major asset. Many factors will contribute to the settings required. A car with good traction and low power, may require a completely different arrangement to that of a car with poor traction and high power. There are 10 friction plates within the unit 4 splined to the diff casing, and 6 splined to the side bevel gears. Slip limiting is dependant on the friction resistance between these plates, and is affected by clamping the plates together.. Four factors contribute to the total friction torque between the plates :-

Clutch Plates

Core Plates Dire

ctio

n of

Car

Planet Gear

6 Working Faces per Side

Right Hand Side Ring Gear

Right Hand Side Bevel Gear 30º

40º

Greater angle transmits less thrust onto plates

Preload Spacer

Direction of force on plates

Fig.5


GEARBOX - ASSEMBLY a It is assumed that all bearings, oil seals, studs, and dowels are already fitted into casing. b Slide the rearmost tophat bush into place in the maincase, then slide it rearwards as far as it will go. Push the other

tophat bush into place in the maincase. Press the bearing into the reverse idler gear (39), slide the sleeve into the bearing and position the gear between the tophat bushes. Apply loctite to the retaining bolt and tighten into place.

c Fit the pinion shaft and head bearing assembly to the maincase. d Press the dowel into the maincase. Assemble the detent arm, trunion, washer and spring into the maincase and

secure with screw. e Position the pawl in the slot in the selector rack. Press the pin into place, ensuring that it isn’t left protruding outside

the rack outer diameter. Slide the washers, spring, and sleeve onto the rack, and secure with circlip. Carefully fit the rubber seal onto the rack, taking care that it sits squarely, not twisted, in it’s groove. Oil liberally, and slide the rack into the maincase. Ensure that the rack is free to slide back and forth in the maincase. Any stiction here may cause shift problems in service.

f Put one spacer on the barrel. (Early barrels only). Hold the detent arm against it’s spring using a pair of pliers. Using

a thin rod or stiff wire, push the free end of the pawl upwards in the maincase and hold it there whilst sliding the barrel into place. Slide on the second spacer (Early barrels only), and secure the barrel with the circlip.

g Slide the plunger, spring, and washer into the selector rack, and secure with circlip. Fit the oring to the selector rack

stop, slide the rack stop into the casing and secure with circlip. h Assemble the bell crank, bearings, spacer, and washers to the maincase, and secure with bolt. Note: Select washers

of a thickness so as not to load the casting lugs when tightening the bolt. This could cause casting damage. Ensure that the selector operates smoothly in both directions, and self returns to it’s normal position.

i Add the baulking plunger, o’ring, spring, and cap. Note: when installing the gearbox in the car, the baulk release

cable length should be adjusted so that the baulking plunger is held just clear of the barrel (when a forward gear is selected).

j Fit the wire clip onto the clutch shaft, and push the clutch shaft into the spigot bearing from the gear cluster end. The


wire clip is only fitted to hold the clutch shaft in position when changing ratios. It serves no purpose when the gearbox is fully assembled.

k After adjusting the differential bearing preload and crownwheel backlash. Oil the taper roller bearings then load the

differential assembly in through the sideplate bore, add the sideplate and secure with nuts. l The gear cluster can be built up directly into the gearbox as described below, or built up onto fixture SK-1703. m Slide the spacer and reverse hub onto the pinion shaft. Assemble reverse selector fork onto the reverse pinion gear,

then slide them onto the reverse hub. Allow the reverse fork head to rest against the inside of the maincase. n Slide a bearing inner track and bearing onto the pinion shaft. Holding the layshaft in one hand and 1st pinion gear in

the other, insert them both into position. o Add a hub, clutch ring, and fork, and allow the fork to rest against the maincase. Add the bearing inner track and

bearing, and slide 2nd gear pair into place. p Add another bearing, and slide 6th gear pair into position, (if applicable). Add the hub, clutch ring, bearing inner track

and bearings to the pinion shaft, slide the spacer onto the layshaft, then add 5th gear pair. Repeat for 4th and 3rd gear set.

q Slide the remaining selector forks onto their clutch rings. Insert the selector rail through all the forks, and engage it

into the maincase. Special tool SK-1716 is available to help align the forks with the tracks in the barrel. r Add the thrust washer, bearing inner race, and nut to the pinion shaft. Tighten the nut to the correct torque setting,

then fit the locking ring and secure with circlip, or fit split pin through the nut. s Add the bearing inner track spacer to the layshaft, and fit the bearing inner track into the rear cover. Position the rear

cover and secure with nuts. Check that all gears are selectable, and that the bell crank returns freely to it’s rest position after each shift. Note: The layshaft is located between it’s two bearings and must be preload with spacer. This means that the shaft may be a little stiff to turn when the gearbox is cold.


ILLUSTRATED PARTS LIST FOR 6 SPEED CONFIGURATIONS

© Copyright Hewland Engineering Limited 2001-2004 Fig.6

CASINGS & ASSOCIATED PARTS– 6 SPEED


Fig.7

LAYSHAFT ASSEMBLY—6 SPEED


Fig.8

PINION SHAFT ASSEMBLY - 6 SPEED


SELECTOR ASSEMBLY—6 SPEED

Fig.9

EARLY SELECTOR BARRELS ONLY


6 SPEED PARTS LIST

FTR/JFR 6 SPEED ASSEMBLY FTR/JFR 6 SPEED ASSEMBLY Position QTY Part Number Position QTY Part Number

1 1 102-260-9 COMPRESSION SPRING 28 2 FTR-218-3 BEARING RING 2 1 105-260-6 NEEDLE ROLLER BEARING 29 1 FINAL-DRIVE FINAL DRIVE ASSY 3 1 BEA-002 ROLLER BEARING 30 2 FTR-225 BEARING INNER TRACK 4 1 BEA-141 BALL BEARING 31 2 FTR-226 BEARING INNER TRACK 5 2 BEA-159 ROLLER BEARING 32 3 FTR-227 HUB 6 2 BEA-162 BALL BEARING 33 1 FTR-228 REVERSE HUB 7 2 BEA-171 TAPER ROLLER BEARING 34 1 LD5-229-4 SPACER 8 1 CIR-082 CIRCLIP 35 1 FTR-229-1 FORK SETTING SPACER 9 1 CIR-083 CIRCLIP 36 1 FTR-231 REVERSE SLIDING GEAR

10 1 CIR-084 CIRCLIP 37 3 FTR-232 CLUTCH RING 13 2 DGB-239-0 EXTERNAL CIRCLIP 38 2 FTR-234-1 SPACER-INPUT SHAFT 14 1 DOW-024 DOWEL 39 1 FTR-237 REVERSE IDLER GEAR 15 1 F3A-202-9A DOWEL

40 2 (FTR),

FTR-237-1 REVERSE IDLER SPIGOT 16

1 FTR-201 (FTR) MAINCASE

1 (JFR)

1 JFR-201 (JFR) 40 1 (JFR) JFR-237-1 REVERSE IDLER SPIGOT 17 1 FTR-201-1 SELECTOR RACK STOP 41 1 FTR-237-2 SLEEVE 18 1 BEARING-CARRIER BEARING CARRIER 42 1 FTR-239 CLUTCH SHAFT 19 1 FTR-202-2 BEARING RETAINING PLATE 43 1 FTR-246 SELECTOR RAIL

20 1 FTR-205 (FTR)

SIDEPLATE 44 4 FTR-250 SELECTOR FORK

1 JFR-205 (JFR) 45 1 FTR-260 SELECTOR BARREL ASSY 21 2 FTR-205-1 SIDEPLATE SHIM 46 1 FTR-260-2 SPACER TUBE 22 2 FTR-205-2 SIDEPLATE SPACER 47 1 FTR-260-3 SELECTOR RACK 23 1 FTR-210-35 PLUNGER 48 2 FTR-260-4 SELECTOR RACK WASHER 24 1 FTR-210-36 PLUG 49 1 FTR-260-5 SLEEVE 25 1 DIFFERENTIAL-ASSY DIFF ASSY 50 1 FTR-260-7 BELL CRANK 26 2 OUTPUT-FLANGE OUTPUT FLANGE 51 1 FTR-260-8 SPRING TRUNION


6 SPEED PARTS LIST Continued


52 1 FTR-234-ASSY LAYSHAFT ASSEMBLY 76 1 PLU-030 PLUG 53 1 FTR-RATIO-HUB FTR HUBBED GEAR PAIR

77 1 (FTR) SCR-117

SOCKET CAP SCREW 54 4 FTR-RATIO-STD FTR STANDARD GEAR PAIR 1 (JFR) SCR-225 55 21 NUT-004 KAYNUT 79 1 SPH1077-M3 PAWL

56 1 HC-237-2 NEEDLE ROLLER BEARING 80 1 SPH1078-M3 PLUNGER 57 1 HC8-222-1HB PINION HEAD BEARING 81 2 FTR-260-10 BARREL SPACERS

58 1 (FTR)

FGA-222-1A NUT (BMW SPEC FTR ONLY) 82 1 SPR-057 COMPRESSION SPRING

0 (JFR) 83 1 SPR-058 COMPRESSION SPRING

58 1 NUT-031 NUT (NOT BMW SPEC) 85 8 CROWNWHEEL-BOLT CROWNWHEEL BOLT 59 1 HC8-222-2 SHIM 86 1 WSH-010 DOWTY WASHER

60 1 (FTR)

HC8-222-2A WASHER (BMW SPEC FTR ONLY)

87 1 LOCKING RING (PINION) LOCKING RING (PINION) 0 (JFR) 89 1 ORI-001 O-RING

61 1 HP-M-7039 DRUM WASHER 91

1 (FTR) ORI-203 O-RING

62 1 HP-M-8008 BALL BEARING 1 (JFR) ORI-189

63 1 HP-M-9054 SOCKET HEAD CAP SCREW 92 22 F3D-236-1 WASHER

64 21 STU-073 STUD 93 1 NUT-005 KAYNUT

65 2 LD-201-5 DOWEL 94 2 HP-N-9006 SOCKET CAP SCREW 67 6 LD-226-1 NEEDLE CAGE 95 2 NUT-007 KAYNUT 68 1 LD-244-10 CIRCLIP 96 2 HC96-203-18 SOCKET CAP SCREW 69 2 LIP-042 OIL SEAL 97 2 VG-201-1A MAGNET 70 1 LIP-043 OIL SEAL 98 1 HP-M-9008 SOCKET CAP SCREW 71 1 LOCK NUT (PIN.TAIL) LOCK NUT (PIN.TAIL) 100 1 SCR-023 COUNTERSUNK SKT SCREW 72 1 ORI-085 QUAD-RING 101 1 WSH-051 WASHER 73 1 ORI-097 O-RING 102 2 WSH-011 WASHER 74 1 PCT-260-2 DRUM STOPPER 103 2 WSH-069 PLAIN WASHER 75 1 PCT-260-3 COIL SPRING 104 1 TE-201-4 COVER PLATE



FTR/JFR 6 SPEED ASSEMBLY Position QTY Part Number

105 2 HP-M-9062 SKT BUTTON HEAD SCREW 106 2 HP-N-9004 WIRE CLIP 107 2 GAITOR-KIT (OPT) GAITOR KIT 108 4 LD-202-9 WASHER 109 1 WSH-067 SHIM WASHER 172 1 VG-201-9 SEALING STRIP 181 1 FTR-205-4 BEARING SPACER

182 1 FTR-205-3 BEARING SPACER 183 2 HC9-205-3 BALL BEARING 184 2 CS-1628 BEARING CARRIER 185 2 HC9-205-4 OUTPUT OILSEAL

186 2 CS-1671 OUTPUT FLANGES 187 1 SPA-073 BEARING SPACER 188 1 CS-1631 BEARING SPACER 189 1 CS-1628-B BEARING SPACER


6 SPEED VARIABLE PARTS


ILLUSTRATED PARTS LIST FOR 5 SPEED CONFIGURATIONS


CASINGS & ASSOCIATED PARTS– 5 SPEED

Fig.10


Fig.11

LAYSHAFT ASSEMBLY—5 SPEED


PINION SHAFT ASSEMBLY– 5 SPEED

Fig.12


SELECTOR ASSEMBLY- 5 SPEED

Fig.13


5 SPEED PARTS LIST


1 1 102-260-9 COMPRESSION SPRING 28 2 FTR-218-3 BEARING RING 2 1 105-260-6 NEEDLE ROLLER BEARING 29 1 FINAL-DRIVE FINAL DRIVE ASSY 3 1 BEA-002 ROLLER BEARING 30 2 FTR-225 BEARING INNER TRACK 4 1 BEA-141 BALL BEARING 31 2 FTR-226 BEARING INNER TRACK 5 2 BEA-159 ROLLER BEARING 32 3 FTR-227 HUB 6 2 BEA-162 BALL BEARING 33 1 FTR-228 REVERSE HUB 7 2 BEA-171 TAPER ROLLER BEARING 34 1 LD5-229-4 SPACER 8 1 CIR-082 CIRCLIP 35 1 FTR-229-1 FORK SETTING SPACER 9 1 CIR-083 CIRCLIP 36 1 FTR-231 REVERSE SLIDING GEAR 10 1 CIR-084 CIRCLIP 37 3 FTR-232 CLUTCH RING 13 2 DGB-239-0 EXTERNAL CIRCLIP 38 2 FTR-234-1 SPACER-INPUT SHAFT 14 1 DOW-024 DOWEL 39 1 FTR-237 REVERSE IDLER GEAR 15 1 F3A-202-9A DOWEL

40 2 (FTR),

FTR-237-1 REVERSE IDLER SPIGOT 16

1 FTR-201 (FTR) MAINCASE

1 (JFR)

1 JFR-201 (JFR) 40 1 (JFR) JFR-237-1 REVERSE IDLER SPIGOT 17 1 FTR-201-1 SELECTOR RACK STOP 41 1 FTR-237-2 SLEEVE 18 1 BEARING-CARRIER BEARING CARRIER 42 1 FTR-239 CLUTCH SHAFT 19 1 FTR-202-2 BEARING RETAINING PLATE 43 1 FTR-246 SELECTOR RAIL

20 1 FTR-205 (FTR)

SIDEPLATE 44 4 FTR-250 SELECTOR FORK

1 JFR-205 (JFR) 45 1 FTR-260 SELECTOR BARREL ASSY 21 2 FTR-205-1 SIDEPLATE SHIM 46 1 FTR-260-2 SPACER TUBE 22 2 FTR-205-2 SIDEPLATE SPACER 47 1 FTR-260-3 SELECTOR RACK 23 1 FTR-210-35 PLUNGER 48 2 FTR-260-4 SELECTOR RACK WASHER 24 1 FTR-210-36 PLUG 49 1 FTR-260-5 SLEEVE 25 1 DIFFERENTIAL-ASSY DIFF ASSY 50 1 FTR-260-7 BELL CRANK 26 2 OUTPUT-FLANGE OUTPUT FLANGE 51 1 FTR-260-8 SPRING TRUNION




52 1 FTR-234-ASSY LAYSHAFT ASSEMBLY 76 1 PLU-030 PLUG 53 1 FTR-RATIO-HUB FTR HUBBED GEAR PAIR

77 1 (FTR) SCR-117

SOCKET CAP SCREW 54 4 FTR-RATIO-STD FTR STANDARD GEAR PAIR 1 (JFR) SCR-225 55 21 NUT-004 KAYNUT 78 2 SCR-121 SOCKET SET SCREW

56 1 HC-237-2 NEEDLE ROLLER BEARING 79 1 SPH1077-M3 PAWL 57 1 HC8-222-1HB PINION HEAD BEARING 80 1 SPH1078-M3 PLUNGER

58 1 (FTR)

FGA-222-1A NUT (BMW SPEC FTR ONLY) 81 2 FTR-260-10 BARREL SPACERS

0 (JFR) 82 1 SPR-057 COMPRESSION SPRING 58 1 NUT-031 NUT (NOT BMW SPEC) 83 1 SPR-058 COMPRESSION SPRING 59 1 HC8-222-2 SHIM 85 8 CROWNWHEEL-BOLT CROWNWHEEL BOLT

60 1 (FTR)

HC8-222-2A WASHER (BMW FTR ONLY) 86 1 WSH-010 DOWTY WASHER

0 (JFR) 87 1 LOCKING RING (PINION) LOCKING RING (PINION) 61 1 HP-M-7039 DRUM WASHER 89 1 ORI-001 O-RING 62 1 HP-M-8008 BALL BEARING

91 1 (FTR) ORI-203

O-RING 63 1 HP-M-9054 SOCKET HEAD CAP SCREW 1 (JFR) ORI-189

64 21 STU-073 STUD 92 22 F3D-236-1 WASHER 65 2 LD-201-5 DOWEL 93 1 NUT-005 KAYNUT 67 6 LD-226-1 NEEDLE CAGE 94 2 HP-N-9006 SOCKET CAP SCREW 68 1 LD-244-10 CIRCLIP 95 2 NUT-007 KAYNUT 69 2 LIP-042 OIL SEAL 96 2 HC96-203-18 SOCKET CAP SCREW

70 1 LIP-043 OIL SEAL 97 2 VG-201-1A MAGNET 71 1 LOCK NUT LOCK NUT (PIN.TAIL) 98 1 HP-M-9008 SOCKET CAP SCREW 72 1 ORI-085 QUAD-RING 100 1 SCR-023 COUNTERSUNK SKT SCREW 73 1 ORI-097 O-RING 101 1 WSH-051 WASHER 74 1 PCT-260-2 DRUM STOPPER 102 2 WSH-011 WASHER 75 1 PCT-260-3 COIL SPRING 103 2 WSH-069 PLAIN WASHER



FTR/JFR 5 SPEED ASSEMBLY Position QTY Part Number

104 1 TE-201-4 COVER PLATE 105 2 HP-M-9062 SKT BUTTON HEAD SCREW 106 2 HP-N-9004 WIRE CLIP 107 2 GAITOR-KIT (OPT) GAITOR KIT 108 4 LD-202-9 WASHER 109 1 WSH-067 SHIM WASHER 160 1 HYD-026 BLANKING PLUG 161 1 400-868-4490-41 DOWTY WASHER 162 1 LD-205-2A BEARING SPACER 163 2 LD-205-3 BALL BEARING 164 2 LJS-201-1 BEARING CARRIER 165 1 LJS-221-1 BEARING INNER TRACK 166 2 ORI-006 O-RING 168 1 SCR-097 SOCKET SET SCREW 169 2 FT-219-1A CIRCLIP 170 1 FTR-225 BEARING INNER TRACK 172 1 VG-201-9 SEALING STRIP


5 SPEED VARIABLE PARTS


FTRS SPEC ONLY Position QTY Part Number

16 1 FTRS-201 MAINCASE 20 1 FTRS-205 SIDEPLATE 64 11 STU-036 STUD

SEE BELOW 2 SCR-218 SOCKET HEAD SCREW SEE BELOW 2 ORI-037 O-RING

JFR ONLY Position QTY Part Number

150 1 HP-M-9037 BANJO JOINTS 151 1 HP-M-9039 BANJO BOLT 152 2 HP-M-9038 SEALING WASHER 153 1 SCR-048 SOCKET HEAD SCREW 154 1 ORI-080 O-RING 155 1 PLU-059 PLUG

BMW SPEC ONLY Position QTY Part Number

50 1 663-6-120 RHS ONLY 52 1 7772376 LAYSHAFT RATIO 12:38 53 1 7772377 GEAR RATIO HUB 15:32 53 1 7772378 GEAR RATIO HUB 15:33 54 1 7772379 GEAR RATIO 15:25 54 1 7772380 GEAR RATIO 16:23 54 1 7772381 GEAR RATIO 17:26 54 1 7772382 GEAR RATIO 17:30 54 1 7772383 GEAR RATIO 18:19 54 1 7772384 GEAR RATIO 18:27 54 1 7772385 GEAR RATIO 18:24 54 1 7772386 GEAR RATIO 18:25 54 1 7772387 GEAR RATIO 19:21 54 1 7772388 GEAR RATIO 21:24 54 1 7772389 GEAR RATIO 21:25 54 1 7772390 GEAR RATIO 21:26 54 1 7772393 GEAR RATIO 19:23

FTRS Edition additional parts layout

Fig.14


Fig.15

BEARING CARRIER OPTIONS


ILLUSTRATED PARTS LIST FOR DIFFERENTIAL CONFIGURATIONS


Fig.16

TRIPOD DIFFERENTIAL ASSEMBLY

REFER TO PAGES 21, 22, 23(6sp)OR 30, 31, 32(5sp) FOR INDIVIDUAL COMPONENT PART NUMBERS.


OUTPUT TRIPODS AVAILABLE FTR-218-FD

CASING FTR JFR

FIG 16 SIDEPLATE ARRANGEMENT SIDEPLATE ARRANGEMENT Position Part No Description Part No Description

7 BEA-171 TAPER ROLLER BEARING BEA-171 TAPER ROLLER BEARING 20 FTR-205 SIDEPLATE JFR-205 SIDEPLATE 21 FTR-205-1 SIDEPLATE SHIM FTR-205-1 SIDEPLATE SHIM 22 FTR-205-2 SIDEPLATE SPACER FTR-205-2 SIDEPLATE SPACER 69 LIP-042 LIPSEAL LIP-042 LIPSEAL 91 ORI-203 O-RING ORI-189 O-RING

There is a Gaitor kit option with these tripods

FTR-212-FD FREE DIFFERENTIAL ASSEMBLY AS USED IN STAR MAZDA SPECIFICATION

Fig.16a

REFER TO PAGES 21, 22, 23(6sp) OR 30, 31, 32(5sp).


OUTPUT TRIPODS AVAILABLE FTR-218-8

FTR-218-1AS FTR-218-7AS

FTR-218-2

Fig.16b


FTR-212 LIMITED SLIP DIFFERENTIAL

CASING FTR JFR





OUTPUT TRIPODS AVAILABLE FTRL-218-1C FTRL-218-2C

Fig.16c


CASING FTR JFR



FTRL-212 DIFFERENTIAL ASSEMBLY AS USED IN DALLARA F3 2005 SPECIFICATION



Fig.17

FLANGED FREE DIFFERENTIAL ASSEMBLY

REFER TO PAGES 21, 22, 23(6sp)OR 30, 31, 32(5sp) FOR INDIVIDUAL COMPONENT PART NUMBERS.


Fig.17a

LJS-212-F FREE DIFFERENTIAL

CASING FTR JFR


7 BEA-171 BEARING BEA-171 BEARING 20 FTR-205 SIDEPLATE JFR-205 SIDEPLATE 21 HC9-206-1 SHIM HC9-206-1 SHIM 22 LD-205-2 SPACER LD-205-2 SPACER 69 LIP-042 OILSEAL LIP-042 OILSEAL 91 ORI-203 O-RING ORI-189 O-RING

162 LD-205-2A LH BEARING SPACER LD-205-2A LH BEARING SPACER 163 LD-205-3 BALL BEARING LD-205-3 BALL BEARING 164 LJS-201-1 BEARING CARRIER LJS-201-1 SBEARING CARRIER 166 ORI-006 O-RING ORI-006 O-RING 169 FT-219-1A CIRCLIP FT-219-1A CIRCLIP

OUTPUT FLANGES AVAILABLE

LJS-218 LD-218



FLANGED FREE DIFFERENTIAL ASSEMBLY SUITABLE FOR INBOARD BRAKE DISCS

Fig.18


Fig.18a

LJS-212-F FREE DIFFERENTIAL FOR INBOARD BRAKE DISCS


CS-1721

CASING FTR JFR


7 BEA-171 BEARING BEA-171 BEARING 20 FTR-205 SIDEPLATE JFR-205 SIDEPLATE 21 HC9-206-1 SHIM HC9-206-1 SHIM 91 ORI-203 O-RING ORI-189 O-RING

166 ORI-006 O-RING ORI-006 O-RING 169 FT-219-1A CIRCLIP FT-219-1A CIRCLIP 183 HC9-205-3 BALL BEARING HC9-205-3 BALL BEARING 184 CS-1628 BEARING CARRIER CS-1628 SBEARING CARRIER 185 HC9-205-4 OILSEAL HC9-205-4 OILSEAL 188 CS-1731 LH BEARING SPACER CS-1731 LH BEARING SPACER 189 CS-1628-B SPACER CS-1628-B SPACER



FLANGED LIMITED SLIP DIFFERENTIAL ASSEMBLY SUITABLE FOR INBOARD BRAKE DISCS

Fig.19


Fig.19a

LD-212 LIMITED SLIP DIFFERENTIAL FOR INBOARD BRAKE DISCS


CS-1721

CASING FTR JFR


7 BEA-171 BEARING BEA-171 BEARING 20 FTR-205 SIDEPLATE JFR-205 SIDEPLATE 21 HC9-206-1 SHIM HC9-206-1 SHIM 91 ORI-203 O-RING ORI-189 O-RING

166 ORI-006 O-RING ORI-006 O-RING 169 FT-219-1A CIRCLIP FT-219-1A CIRCLIP 181 FTR-205-4 LH BEARING SPACER FTR-205-4 LH BEARING SPACER 182 FTR-205-3 SPACER FTR-205-3 SPACER 183 HC9-205-3 BALL BEARING HC9-205-3 BALL BEARING 184 CS-1628 BEARING CARRIER CS-1628 SBEARING CARRIER 185 HC9-205-4 OILSEAL HC9-205-4 OILSEAL 187 SPA-073 SPACER SPA-073 SPACER



RAMP ORIENTATION

Fig.20


GEARBOX TOOLING

Fig.21


TOOLING PARTS LIST

TOOLING Item No. Qty Stock Code Description

1 1 SK-1913-A PINION SETTING TOOL 2 1 SK-1709 PINION SETTING JIG 3 1 SK-1710-A DIFF HOLDING POST 4 1 SK-1710-B DIFF PRE-LOAD TOOL 5 1 SK-1714 BEARING PULLER 6 1 SK-1715 DUMMY OUTER RACE 7 1 SK-1716 COMB TOOL 8 1 SK-1427 REACTION BAR 9 1 SK-247 TYPE 3 PINION SPANNER 10 1 SK-1175-C SOCKET 11 1 SK-2025 FTR TRIPOD REMOVAL TOOL 12 1 SK-2025-A SLIDE HAMMER KIT 13 1 SK-1718-A DUMMY SIDEPLATE CAP 14 1 SK-1718-C DUMMY SIDEPLATE


OPTIONAL LIGHTENED PARTS

Item No. 6 SPEED

Item No. 5 SPEED Part No. Description Qty

25 25 FTRL-213 Diff. Case 1 25 25 FTRL-214 Diff. Cap 1 26 26 FTRL-218-1C Tripod Outer 1 26 26 FTRL-218-2C Tripod Outer 1 29 29 FTRL-221-#P Pinion shaft 1

29 29 FTRL-221-#W Crownwheel 1 32 32 FTRL-227 Hubs 3 33 N/A FTRL-228 Rev. Hub 1 36 N/A FTRL-231 Rev. Pinion Gear 1 38 38 FTRL-234-1 Layshaft spacers 2 39 39 FTRL-237 Rev. Idler Gear 1 45 N/A FTRL-260 Selector Barrel 1 47 47 FTRL-260-3 Selector Rack 1 52 52 FTRL-234 Layshaft 1


INSTALLATION DRAWINGS: MAINCASE AND

BEARING CARRIER


Fig.24


OUTPUT FLANGE VARIATIONS


2nd JUNE 2005

Fig.26


Technical Bulletin

FTC DIFFERENTIAL - LOCKING PERCENTAGE RATING.

Below is a formula for rating different ramp angles in terms of percentage of the achievable lock.

The above formula gives a good approximation of the locking force as a percentage of a diff that has been set up with a full complement of working plate surfaces, and a set of 30 degree ramps. It can be seen from the above formula that 34 percent of the locking action is not provided by the ramps. This locking component is due to the reaction forces of the side bevel gears. Put another way, the locking torque can be approximated using this formula : Where µ is the friction coefficient between the plates. µ=0.1 can be used for steel plates.

LockPercentage=urfacesOfWorkingSPossibleNodurfacesUseNoOfPlateS*]+

)mpTangent(Ra[

Max3438

∠

stweenWheelsferableBeTorqueTran=durfacesUseNoOfPlateS*)]mpTangent(Ra[TorqueCrownwheel *}/415.378{.* µ∠+


16/05/2002

FTR Technical Bulletin No. 01A

AMENDMENT TO BULLETIN No. 01

Bearing Carrier (FTR-202)

This bulletin replaces FTR Technical Bulletin No. 1. Note that the retaining washer has been reduced in diameter to 23mm. This is to ensure that the washer cannot interfere with spacer LD5-229-4. The new WSH-051 will be available from Hewland Engineering. Existing WSH-051 must not be fitted unless they have been modified in diameter to 23mm. It has come to our attention that there is a possibility of the bearing outer track (BEA-002) moving out of position during use. To overcome this problem Hewland Engineering will be adding a 5mm tapped and countersunk hole to the bearing carrier for a bearing retaining screw & washer to be fitted. All our existing and future stock will feature this tapped hole. Its is recommended that all FTR-202 Bearing Carriers are modified as shown below and fitted with an M5 x 10mm long Countersunk screw & washer (Hewland Parts: SCR-023 & WSH-051). The tapped hole will break out of the casting and therefore hydraulic sealant must be used when fitting the screw. This will not be the case on future castings which will be modified for this reason.


James Batchelor Design Engineer

Fig.27


22 February 2002

FTR Technical Bulletin No. 02

Bearing Anti-rotation (FTR-201 & FTR-202)

It has come to our attention that there is a possibility of the bear-ing/outer tracks (BEA-002 & BEA-159) rotating during use. To overcome this problem Hewland Engineering will be adding 2.5mm DIA. x 3.5mm deep dowel holes to the bearing bore faces on the Maincase and Bearing carrier castings, to allow an anti-rotation dowel to be fitted. All our existing and future stock will feature these dowel holes. Its is recommended that all FTR-201 Maincases and FTR-202 Bearing Carriers are modified (as shown below) so that a 2.5mm DIA. X 5mm long dowel (Hewland Part: DOW-018) can be fitted. . FTR-202 Bearing Carrier

Fig.28


FTR-201 Maincase James Batchelor (Design Engineer)

The bearings (BEA-159 & BEA-002) will also require modifica-tion if the anti-rotation dowels are to be fitted. The outer tracks of the bearings will need a 3mm wide x 2mm deep slot ma-chined on the seating face (as shown below).

Fig.29


14/02/03 FTR Technical Bulletin No. 003 Re-pinning of selector barrel (FTR-260)

On a few occasions during the 2002 season, the pins within the selector barrel failed. The specification of the pin was immediately increased and as an act of good faith, for the past year, all barrels returned to the factory have been re-pinned FOC. While this service will continue to be available it will, with effect from this bulletin, cease be FOC. A charge of £50.00 will be made for each barrel returned to Hewland Engineering for re-pinning. Alternatively replace-ment pins (part # DOW-033) are available through your normal Hewland supplier.


27th May 2003

FTR Technical Bulletin No. 004

Barrel pin (DOW-033) To date there are some 300 FTR type gearboxes in service. Of the initial batch of some 20 gearboxes a quantity of the selector barrels were fitted with sub standard pins (see tech bul-letin # FTR 03). This fault was quickly recognised and dealt with. Since that time there have been few instances of pin fail-ure. However, during the course of remanufacture, for our stock, we have taken the precaution of strengthening the pin. The new stronger pins will supersede the earlier version for all new supply, and are recognisable from the earlier version by an identification dimple in one end. . It is not our recommendation that all original pins be changed, but should you so wish, the new pins are available under the same part number through your normal Hewland supplier. As all existing stocks have expired, with effect from this bulletin, all DOW-033 obtained from Hewland Engineering will be to the new specification.

Old specification pin New specification pin


19th July 2004


25th January 2005

Fig.30


3rd February 2005 FTR Technical Bulletin No. 09

FTRL Gears As you may know, a range of lightweight FTR gearbox parts is in production at Hewland Engineering. We have also carried out a review of the FTR gear ratio situation, with particular respect to the Formula Three market. It has been decided that Hewland will imminently commence production of a range of lightweight FTR gear ratios known as `FTRL` which are aimed at offering the fullest practical weight saving for the Formula Three market. These gears will not be `the ultimate` lightweight components that Hewland could produce, but they will afford a 0.9kg weight saving over a standard FTR layshaft and full gear set, whilst still maintaining long life. Perhaps more relevant is that the weight saving over a prolific non-Hewland full gear set that we have studied will be 0.63kg. In fact certain of these `pirate` gears are actually heavier than our standard FTR, despite narrower tooth face width! The FTRL gears will have narrower face widths than the pirate gears, so the competitive advantage is enhanced due to lower inertia, as `highest diameter` mass is less. The superior tooth form and superior heat treatment found in genuine Hewland FTR gears will still be present in our new lightweight range. This will afford both advantageous weight and superior transmission efficiency over other suppliers. The FTRL gear cluster will come with a new layshaft, for weight reasons. However all splines and fits are the same, which will allow the mixing and matching of FTR and FTRL gears if need be. This should be very cost effective as a way of phas-ing out FTR gears, perhaps during testing. The main message is this: We advise that you do not stock up on inferior competitors gear ratios before the FTRL range is available, as this will cause you competitive disadvantage. Lighter and more efficient gears are coming soon! William Hewland Managing Director


4th February 2005 FTR Technical Bulletin No. 10 FTR Lightened Clutchshafts

As you may know, a range of lightweight FTR gearbox parts is in production at Hewland Engineering. We have also de-cided to offer lightened clutchshafts – specifically for the Formula Three market. We are now able to offer the following lightened clutchshafts:-

* 2005 spec

Our research shows that some FTR clutchshafts could be re-designed to save in excess of 0.5Kg – any customers who are interested in purchasing lightened clutchshafts for other FTR applications should contact a member of the Hewland En-gineering sales team ([email protected]) to discuss their specific requirements. James Batchelor Design Engineer

Hewland Part No. Engine/Chassis Approx. Weight Saving (Kg)

FTR-239-35 Mercedes/Dallara* 0.385 FTR-239-36 Mugen/Dallara* 0.37 FTR-239-37 Nissan/Dallara* 0.36 FTR-239-38 Opel/Dallara* 0.39 FTR-239-39 Toyota/Dallara* 0.365


22nd February 2005 FTR Technical Bulletin No. 011

FTR/FTRL 12:34 Pinionshaft – Locking Nut & Ring Hewland Engineering has recently been made aware of some thread failures on FTR pinionshafts. The occurrence of these failures was limited to the 12:34 ratio (used mainly in Formula 3 applications). Two steps have been taken by Hewland Engineering to ensure future failures are avoided, these are:- 1. All FTR pinionshafts will now feature rolled threads. 2. The ‘problematic’ pinionshaft (12:34) will now feature a longer thread.

Fig. 1 Longer thread on 12:34 pinionshafts (left)

Customers who run 12:34 FTR pinionshafts need to be aware that the new ‘lengthened thread’ parts (which will be phased in over the next few months) require a dif-ferent locking nut and locking ring. The new lock nut (to replace FTR-230) is FTR-230-A and the locking ring is FTR-230-B (which will replace HP-M-4026). For final drive ratios other than 12:34 the nut & ring remain unchanged. These new parts will be available from Hewland stores shortly.

The lightweight FTRL pinionshaft is also affected, as a 12:34 ratio will also feature the longer thread and will therefore require the new locking nut & ring as mentioned above. James Batchelor (Design Engineer)


FTR Technical Bulletin No.013

POSITION OF GEAR INDICATOR POTENTIOMETER

Fig.31


FTR Technical Bulletin No. FTR-014

It has come to our attention that on some EGT gear-boxes the reverse idler screw (SCR-117) has come loose, even though having been loctited on assembly. This is the same screw and reverse idler design used in the FTR. It is to be noted that no incidents of this screw coming loose on the FTR has been reported to Hewland. To avoid the possibility of it coming loose we have modified the screw to include four holes to facili-tate the use of lockwire and have also modified the maincase FTR-201 as well with a hole to pass it through. We recommend that this modification be done to all gearboxes that you have. Below are the details of the modifications.

SCR-117

FTR-201 MAINCASE

Fig.32


FTR Technical Bulletin No. FTR-015

Pinion Bearing Nut Revision Some customers have reported instances of the pinion bearing nut FGA-222-1A coming loose, during gearbox operation. In an effort to alleviate the loosening of the locknut, the design has been enhanced, increasing its radial thickness, length, and the material specification. This modification has also enabled us to incorporate the washer HC8-222-2A into the locknut, so making the washer redundant. The latest design of locknut has been re-numbered as NUT-031, and the relevant tightening torque has been increased to 150 lbs.ft (205 Nm). As on the earlier locknut, the outside face is grooved, so leaving a thin section which must be peened over in two positions, into the corresponding grooves machined into the bearings threaded diameter. The locknut must also be fitted using loctite 2701 thread lock. If for any reason the locknut is fully fitted (i.e. peened over), and subsequently removed, we would recommend that a new locknut be fitted. N.B. These changes do not apply to Formula BMW applications.

SERVICING INSTRUCTIONS AND ILLUSTRATED PARTS LIST FOR … · 2011-04-06 · Fill the gearbox...

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Transcript of SERVICING INSTRUCTIONS AND ILLUSTRATED PARTS LIST FOR … · 2011-04-06 · Fill the gearbox...